Master SheetNextGen Flight Deck HF Research - Document ReviewDocument InformationStudy/Document DescriptionStudy ParticipantsHuman Factors IssuesTechnologiesSourceTopic 1Topic 2Topic 3Topic 4TitleFirst AuthorAffiliation of 1st AuthorContact InfoDateTypeCitation/Reference (APA style)Weblink/URLKSN weblinkNASA ProgramNASA ProjectNASA Topic/ Research Focus AreaNRA or Grant NumberAbstract/Brief DescriptionCommentsKeywordsTotal NPilots N=ATC N=Dispatch/ AOC Personnel N=Others N=(Specify)Situation Awareness & Mental ModelsDisplays / Display IssuesAlertingInformation NeedsData Quality/ ReliabilityWorkloadHuman-Automation Interaction/ Function Allocation Roles & ResponsibilitiesHuman Capabilities & Limitations/ Human PerformanceHuman Error/ Human ReliabilitySkill LossAutomation Capabilities & LimitationsCommunication/ Coordination/ NegotiationRoles & ResponsibilitiesDecision MakingProcedure DesignProcedure ExecutionFatigue/ SchedulingTrainingCertificationAirfield Signage/ LightingDocumentation/ Information PresentationTransition Between Phases of Flight (e.g., ground ops to flight)Transition Between Current System and NextGen SystemADS-BAirport Moving MapAutoflight SystemCDTIData CommEFBEVSFMSHMDHUDRunway IncursionSVSTCASUASWx RadarXM WxOtherMajor Findings/ Conclusions/ ProductsIssues/ Limitations in terms of design, relevance, or generalizability.NASA Ames CD 2009SPCD/RA Brief History of Airborne Self-Spacing ConceptsAbbottNASA Langley Research Center2009NASA Contractor ReportAbbott, T. & Hamilton, B. (2009). A brief history of airborne self-spacing concepts. (NASA Contractor Report NASA/CR-2009-215695).http://ntrs.nasa.gov/archive/nasa/casi.ntrs.nasa.gov/20090011904_2009011957.pdfAirspaceCTDSDO (CTD)This paper presents a history of seven of the more significant airborne and airborne-assisted aircraft spacing concepts that have been developed and evaluated during the past 40 years. The primary focus of the earlier concepts was on enhancing airport terminal area productivity and reducing air traffic controller workload. The more recent efforts were designed to increase runway throughput through improved aircraft spacing precision at landing. The latest concepts are aimed at supporting more fuel efficient and lower community noise operations while maintaining or increasing runway throughput efficiency.Overview of concepts.spacing, approach/arrival, continuous descent approach (CDA), required time of arrival (RTA), xxxPilot-ATCx (procedures for spacing during cruise and approach)xxin and outPilot-ATCxxA 5% increase in runway throughput can be achieved using airborne spacing techniques. Accurate wind forcast is critical to operational success of newer spacing techniques.IIFD webpageDISPW/LData and Knowledge as Predictors of Perceptions of Display Clutter, Subjective Workload and Pilot PerformanceAlexanderAptima, Inc.aalexander@aptima.com2009Conference PaperAlexander, A. L., Stelzer, E. M., Kim, S-H., Kaber, D. B., & Prinzel, L. J. (2009). Data and knowledge as predictors of perceptions of display clutter, subjective workload and pilot performance. Proceedings of the Human Factors and Ergonomics Society 53rd Annual Meeting (pp. 21-25), Santa Monica, CA: Human Factors and Ergonomics Society.Aviation SafetyIIFDDisplay ClutterDisplay clutter is defined as an unintended effect of displaying visual imagery that may obscure or confuse other information, or that may be redundant or not relevant to the task at hand. There exists a limited amount of research that has explored both data-driven and knowledge-driven parameters as dual contributors to perceptions of clutter. In the present study, six pilots flew simulated approaches under varied workload conditions with synthetic and enhanced vision display configurations that represented low, medium, and high clutter. Results evinced that high clutter displays produced elevated reports of perceived clutter and workload due to density or redundant presentation of information, while low clutter displays were perceived as less cluttered but challenging to use because of a lack of information typically required for flight. Pilots identified both data-driven (bottom-up) and knowledge-driven (topdown) as contributors to clutter, and these challenges were mirrored in flight technical performance. Conclusions support the notion that design of advanced technologies must consider not only the physical appearance of data within the display, but also the utility of that information to tasks the displays are designed to support. Pilots were forced to hand-fly the aircraft and rely soley on HUD, as other electronic instrumentation was manipulated to be inoperative.Clutter, HUD, workload, bottom-up, top-down, displays66 captains1 confederate First OfficerX display clutter assessed via top-down and bottom-up conceptsXX display salience, density, quantity and dynamics noted by pilotsXXX expert pilot performance during workload (crosswind) manipulationX low, medium, and high clutter displays were presented for pilot ratingsXXXXTUNNEL, primary flight display PFD The manipulation of display clutter demontrated that (1) increased display density and redundancy and (2) lack of display information both resulted in expert pilot reports of elevated workload. Pilots defined and described the display clutter using both bottom-up and top-down concepts. The study reinforced the assertion that advanced display technology design must consider both the physical appearance of data, and the utility of that information in the context of, or relative to, flight tasks.Small sample size. Also, this study focused on display clutter ratings from the perspective of expert pilots only. Another limitation may be that the forced use of the HUD only does not account for potential changes in workload ratings when other information displays are available.TM:BaileyDISPBottom-up and Top-down Contributors to Pilot Perceptions of Display Clutter in Advanced Flight Deck TechnologiesAlexanderAptima, Inc.aalexander@aptima.com2008Conference PaperAlexander, A., Stelzer, E., Kim, S-H., & Kaber, D. B. (2008). Bottom-up and top-down contributors to pilot perceptions of display clutter in advanced flight deck technologies. Proceedings of the 52nd Annual Meeting of the Human Factors and Ergonomics Society, 52(18),1180-1184. Santa Monica, CA: HFES.http://www.aeronautics.nasa.gov/avsafe/iifd/iifd_06_present/index.htm *(note- access to full PDF requires subscription to SAGE or HFES)Aviation SafetyFuture concepts for the National Airspace System rely on technologies, such as synthetic and enhanced vision systems, to support flight efficiency associated with improved terrain and traffic awareness. While these technologies provide the pilot access to information not available with traditional flight instrumentation, the presentation of this additional information may serve to produce display clutter, thus inhibiting the processes and tasks they are designed to support. An experiment was conducted to assess pilot perceptions and identification of both bottom-up (data-driven) and top-down (knowledge-driven) contributing factors to display clutter. Results revealed the importance of both visual and information density (bottom-up and top-down factors, respectively) to the perception of clutter. Although added display elements provided pilots with critical flight information, pilots considered displays to be cluttered when the imposed visual density exceeded the information density required for specific flight tasks. These findings suggest that moderate levels of display clutter may be tolerable, to the extent that the information is relevant to the tasks at hand.Study also appears to have been re-vamped for journal publication under a different title: Perceived clutter in advanced cockpit displays: Measurement and modeling with experienced pilots (Kaber, D., Alexander, A., Stelzer, E., Kim, S., Kaufmann, K., & Hsiang, S., 2008).synthetic/enhanced vision systems, SVS, EVS, terrain/traffic awareness, advanced information display technologies, heads up display, HUD, TCAS, Tunnel, display clutter44 expert test pilots experienced in flying commercial transport aircraftXXXXXXX info presented on displaysX traffic icons displayedXXXXTunnel: pathway guidance; Symbology: primary mode instrumentationPilots reported utility in both bottom-up and top-down factors in describing display clutter and manipulations of both factors directly influenced pilot perceptions of display clutter. Pilots reported willingness to accept greater visual display density, but only to the extent that the added elements provided information relevant to their flight tasks. Follow up research should incorporate larger sample sizes. TM: LatorellaALARMSALARMS: Alerting and Reasoning Management AlexanderAptima, Incorporatedaalexander@aptima.com2010Final ReportAlexander, A. L., Saffell, T. N., Alaverdi, O., Carlin, A. S., Chang, A. C., Durkee, K., Schurr, N. (2010). ALARMS: Alerting and Reasoning Management System. Langley Research Center Hampton, VA . NASA Technical Report.Aviation Safety ProgramIIFDContract # NNL08AA20BIn the Next Generation Air Transportation System (NextGen) pilots are going to face unique challenges while interacting with both the components of the airspace and cockpit technologies. The Integrated Alerting Notification (IAN) system known as the Alerting and Reasoning Management System (ALARMS) is an augmentation of existing alerting technologies. ALARMS was created by first cataloging current and proposed flight deck technologies, and then categorizing potential hazards encountered during aircraft operations with the different signals pilots receive. From this information a Bayesian Network was created, which weighs the alerts from the sensor systems on the aircraft and determines the certainty of hazards. The Bayesian Network model outputs a probability distribution of the Environment State, which estimates the probability of various hazards. The Bayesian Network is part of the Integrated System-User Module, which determines the most critical and best timing for alerts, as well as The Pilot State, which measures mental workload, task demands, and ongoing task performance. Then a Time-Dependent Markov Decision Process (TMDP) models the ability of the pilot and system to address hazards. The Integrated System-User Module determines the best course of action, and this information is displayed through the ALARMS interface in an easily understandable manner. Outputs are modeled on the Stages of Automation to support Information Acquisition, Information Analysis, and Decision Selection. The ALARMS interface requirements were created with the recommendations of 4 experienced pilots via an aircraft systems survey and scenario-based interviews. The visual and physical components of the ALARMS model are described in detail, and a test plan is outlinedYet to be testedIntegrated Alerting and Notification, caution warning alerting, ALARMS,TDMD4, SMEs4XXXXXWorkload programmed into algorIthmsXFlight DeckXXXInXXXXXXThe ALerting and Reasoning Management System (ALARMS),Integrated Alerting Notification (IAN), Inertial Navigation System (INS), Global Positioning System (GPS), Embedded GPS/INS (EGI), Multi-Mode Navigation System (Inertial and radio navigation), Attitude and Heading Reference System (AHRS), Enhanced Ground Proximity Warning System (EGPWS),Crew Alerting System (CAS), Flight Information Services-Broadcast (FIS-B) Combined Vision System (CVS),Aeronautical Data Link System (ADLS) Developed both and a model and technology for an integrated alerting system. Considered both available technology and technology in NextGen created user friendly interface for alerts.Still to be tested at publication time.NASA Ames CD 2010S/TOptimization of Taxiway Traversal at Congested AirportsAndersonUC Santa Cruzanderson@soe.ucsc.edu 2010Conference PaperAnderson, R., & Milutinovic, D. (2010). Optimization of taxiway traversal at congested airports. Proceedings of the 10th AIAA Aviation Technology, Integration, and Operations (ATIO) Conference, Fort Worth, TX: AIAA.http://people.ucsc.edu/~dmilutin/publications/pdfs/ATIO2010.pdfAirspaceCTDDAC (CTD)Airport runways and taxiways have been identified as a key source of system-wide con-gestion and delay in the over-strained commercial air traffic system. To combat this growing problem, we present a novel approach for taxiway scheduling and traversal. Aircraft must traverse a taxiway, represented by a graph, from gates to their respective runways and arrive at their scheduled times while adhering to safety separation constraints. We describe a combinatorial mixed integer linear program to simultaneously determine the optimal push-back time windows, aircraft speeds, stopping times, and in particular, traversal paths for a given graph and an imposed flight schedule. Several scenarios are presented to demonstrate possible uses for this tool.Developing algorithms for modelsTaxiway, pushback, optimal taxi scheduleXXXX As the intervals between scheduled flights decrease, i.e., as congestion increases, the benefits as compared to a FCFS policy become more noticeable.No empirical study was conducted.Gore bibliographyTBOSDO Seamless Transition Airspace Information Requirements and Procedural Integration: Gap AnalysisAndreNASA Ames Research CenterPOC: dfoyle@mail.arc.nasa.gov2007White PaperAndre, A.D., Foyle, D.C., & Hooey, B.L. (2007). SDO seamless transition airspace information requirements and procedural integration: Gap analysis. (NASA Contractor Technical Report - HCSL-07-04 rev.2). Moffett Field, CA: NASA Ames Research Center.Addresses airspace capacity barriers due to human workload/responsibility to enable high-efficiency trajectory-based operations that are robust to weather and other disturbances to meet NGATS demands in super dense and regional/metroplex airspace while minimizing environmental impact. This includes the requirements for: (1) simultaneous sequencing and deconfliction technologies toward trajectory management for aircraft in terminal and extended terminal (as necessary) airspace; (2) develop precision spacing and merging capabilities to reduce workload and spacing variance between aircraft in terminal and extended terminal airspace; and (3) develop methods for optimizing SDO resource utilization among interconnected airportals.Concept Overview, off-nominal events talked aboutSuper Density Operations (SDO), Terminal Area Capacity Enhancing Concept (TACEC), Surface Operation Automation Research (SOAR), Go-Safe (Ground-Operation Situation Awareness and Flow Efficiency), FARGO (Flight-deck Automation for Reliable Ground Operations), indiv+sharedXXXXflight deck-ATC-AOCXXin and outXXXXXXXXXIdentified gaps in the current transition between current systems and NextGen. Also lists some of the possible off-nominal events that may occur using NextGen technology. Lasltly, provides a list of the SDO specific tasks of the flight crew.IIFD webpageEVS/SVSS/TDesign and Testing of an Unlimited Field-of-regard Synthetic Vision Head-worn Display for Commercial Aircraft Surface OperationsArthurNASA Langley Research CenterTrey.Arthur@nasa.gov2007Conference PaperArthur J. J. III., Prinzel L. III., Shelton, K., Kramer, L. J., Williams, S. P., Bailey, R. E., & Norman, R. M. (2007). Design and testing of an unlimited field-of-regard synthetic vision head-worn display for commercial aircraft surface operations. Proceedings of SPIE Defense and Security Symposium, Enhanced and Synthetic Vision: Vol. 6559. Orlando, FL.http://ntrs.nasa.gov/archive/nasa/casi.ntrs.nasa.gov/20070018771_2007018400.pdfAviation SafetyIIFDHead-Worn Displays; Synthetic VisionExperiments and flight tests have shown that a Head-Up Display (HUD) and a head-down, electronic moving map (EMM) can be enhanced with Synthetic Vision for airport surface operations. While great success in ground operations was demonstrated with a HUD, the research noted that two major HUD limitations during ground operations were their monochrome form and limited, fixed field of regard. A potential solution to these limitations found with HUDs may be emerging Head Worn Displays (HWDs). HWDs are small, lightweight full color display devices that may be worn without significant encumbrance to the user. By coupling the HWD with a head tracker, unlimited field-of-regard may be realized for commercial aviation applications. In the proposed paper, the results of two ground simulation experiments conducted at NASA Langley are summarized. The experiments evaluated the efficacy of head-worn display applications of Synthetic Vision and Enhanced Vision technology to enhance transport aircraft surface operations. The two studies tested a combined six display concepts: (1) paper charts with existing cockpit displays, (2) baseline consisting of existing cockpit displays including a Class III electronic flight bag display of the airport surface; (3) an advanced baseline that also included displayed traffic and routing information, (4) a modified version of a HUD and EMM display demonstrated in previous research; (5) an unlimited field-of-regard, full color, head-tracked HWD with a conformal 3-D synthetic vision surface view; and (6) a fully integrated HWD concept. The fully integrated HWD concept is a head-tracked, color, unlimited field-of-regard concept that provides a 3-D conformal synthetic view of the airport surface integrated with advanced taxi route clearance, taxi precision guidance, and data-link capability. The results of the experiments showed that the fully integrated HWD provided greater path performance compared to using paper charts alone. Further, when comparing the HWD with the HUD concept, there were no differences in path performance. In addition, the HWD and HUD concepts were rated via paired-comparisons the same in terms of situational awareness and workload. However, there were over twice as many taxi incursion events with the HUD than the HWD. Studies were conducted in the Research Flight Deck (RFD) simulator at NASA LaRC.This is the more extensive version of the article Evaluation of Head-Worn Display Concepts for Commercial Aircraft Taxi Operations. Synthetic Vision, Head-Worn Displays, Helmet-Mounted Displays, Surface Operations Study 1 #32 Study 2 # 24Study 1 # 32 (16 crews) Study 2 # 24 (12 crews)indiv+sharedXXXXXXXXXXX HWDXXXHead Worn Displays (HWD), Situation Awareness Rating Technique (SART), A head-down electronic moving map (EMM), In Experiment 1 the data suggest that the Advanced HUD provides the best tactical information but fails to impart a strategic awareness.For the nose-to-nose rare event scenario, all but 2 of the crews who had traffic displayed were able to avoid the nose-tonose situation. The rare event showed that having traffic displayed was a significant enhancement to the crews situational awareness. For Experiment 2 none of the crews who had traffic displayed got into a nose-to-nose situation and, therefore, it appears likely that the color and size of the traffic icon was the main factor for the differing results from Experiment One.At the time of writing, there still existed the need for operational validation of the HWD concepts tested in this study. The authors also reported significant alignment (i.e., boresighting) issues that need to be resolved in the rendering of HWD imagery. It was noted that the potential costs of necessary, sustained boresighting of HWD is a considerable issue in establishing the efficacy of HWD in standard operations.IIFD webpageHUDS/THead-Worn Display Concepts for Surface Operations for Commerical AircraftArthurNASA Langley Research CenterTrey.Arthur@nasa.gov2008NASA Technical MemorandumArthur J. J. III., Prinzel, L. J. III., Bailey, R. E., Shelton, K. J., Williams, S. P., Kramer, L. J., & Norman, R. M. (2008). Head-worn display concepts for surface operations for commerical aircraft. (NASA/TP-2008-215321). Langley, VA: NASA. http://ntrs.nasa.gov/archive/nasa/casi.ntrs.nasa.gov/20080024177_2008023616.pdfAviation SafetyIIFDHead Worn DisplaysExperiments and flight tests have shown that a Head-Up Display (HUD) and a head-down electronic moving map (EMM) can be enhanced with Synthetic Vi- sion for airport surface operations. While great success in ground operations was demonstrated with a HUD, the research noted that two major HUD limitations during ground operations were its monochrome form and limited, xed field-of- regard. A potential solution to these limitations found with HUDs may be emerging with Head Worn Displays (HWDs). HWDs are small display devices that may be worn without signi cant encumbrance to the user. By coupling the HWD with a head tracker, unlimited eld-of-regard may be realized. The results of three ground simulation experiments conducted at NASA Langley Research Center are summarized. The experiments evaluated the e cacy of head-worn display appli- cations of Synthetic Vision and Enhanced Vision technology to improve transport aircraft surface operations. The results of the experiments showed that the fully integrated HWD provided greater pilot performance with respect to staying on the path compared to using paper charts alone. Further, when comparing the HWD with the HUD concept, there were no di erences in path performance. In addi- tion, the HWD and HUD concepts were rated via paired-comparisons the same in terms of situation awareness and workload.This is a technical paper covering the two earlier articles Evaluation of Head-Worn Display Concepts for Commercial Aircraft Taxi Operations and Design (2007) and Testing of an Unlimited Field-of-regard Synthetic Vision Head-worn Display for Commercial Aircraft Surface Operations (2007) with the only difference being the addition of a third study. Head Worn Displays (HWDs), electronic moving map (EMM), Heads up displays (HUD), enhanced vision, synthetic vision, flight tests, pilot performance, workload, surface operationsUsability Study # 8 Study 1 # 32 Study 2 #24 Usability Study # 8 Study 1 #32 Study 2 #24indiv+sharedXXXXXXXXXXXXX HWDXXXHead-worn Display (HWD) Synthetic Vision (SV), Taxiway-Navigation And Situation Awareness (T-NASA), Time-based surface traffic management (STM) system; Conflict Detection and Resolution (CD&R);Collision Avoidance for Airport Traffic (CAAT) The usability study was designed to assess the efficacy of head-worn displayconcepts for surface operations. The results demonstrate that providing pilots with the ability to virtually see well beyond visual range can significantly increase situation awareness on the airport surface. The EPs reported significantly higher situation awareness with the HWD concepts compared to anelectronic moving map or paper charts of the airport environment. The performance data showed that all of the advanced concepts provided better route accuracy and faster taxi speeds compared to paper charts alone. On average, the EPs were able to complete the taxi route 15% faster with the advanced concepts compared to paper charts.In addition to the need for operational validation of the HWD concepts tested in this study, several other limitations were presented. Operational testing was advised to isolate the root of motion sickness experienced by pilots using the HWD, as possible cyber sickness may have been exacerbated by simulator sickness. Other limitations included issues with latency, alignment, comfort ergonomics, color and other display rendering, as well as general need for further testing and analysis of HWD costs and benefits compared to those established for HUD.NASA Ames CD 2011EVS/SVSHUDTEREnhanced/synthetic Vision and Head-worn DisplayTechnologies for TerminalManeuvering Area NextGen OperationsArthurNASA Langley Research CenterTrey.Arthur@nasa.gov2011Conference PaperArthur, J. J., Prinzel, L. J., Williams, S. P., Bailey, R. E., Shelton, K. J., & Norman, R. M. (2011). Enhanced/synthetic vision and head-worn display technologies for terminal maneuvering area NextGen operations. Proceedings of the SPIE Defense, Security, and Sensing Conference (pp. 25-29). Orlando, FL.http://ntrs.nasa.gov/archive/nasa/casi.ntrs.nasa.gov/20110011177_2011011259.pdfAir Transportation and SafetyVSSTSFDSONASA is researching innovative technologies for the Next Generation Air Transportation System (NextGen) to provide a "Better-Than-Visual" (BTV) capability as adjunct to "Equivalent Visual Operations" (EVO); that is, airport throughputs equivalent to that normally achieved during Visual Flight Rules (VFR) operations rates with equivalent and better safety in all weather and visibility conditions including Instrument Meteorological Conditions (IMC). These new technologies build on proven flight deck systems and leverage synthetic and enhanced vision systems. Two piloted simulation studies were conducted to access the use of a Head-Worn Display (HWD) with head tracking for synthetic and enhanced vision systems concepts. The first experiment evaluated the use a HWD for equivalent visual operations to San Francisco International Airport (airport identifier: KSFO) compared to a visual concept and a head-down display concept. A second experiment evaluated symbology variations under different visibility conditions using a HWD during taxi operations at Chicago O'Hare airport (airport identifier: KORD). Two experiments were conducted, one in a simulated San Francisco airport (KSFO) approach operation and the other, in simulated Chicago O'Hare surface operations, evaluating enhanced/synthetic vision and head-worn display technologies for NextGen operations. While flying a closely-spaced parallel approach to KSFO, pilots rated the HWD, under low-visibility conditions, equivalent to the out-the-window condition, under unlimited visibility, in terms of situational awareness (SA) and mental workload compared to a head-down enhanced vision system. There were no differences between the 3 display concepts in terms of traffic spacing and distance and the pilot decision-making to land or go-around. For the KORD experiment, the visibility condition was not a factor in pilot's rating of clutter effects from symbology. Several concepts for enhanced implementations of an unlimited field-of-regard BTV concept for low-visibility surface operations were determined to be equivalent in pilot ratings of efficacy and usability.Head-worn display (HWD), Synthetic Vision, Enhanced Vision, Equivalent Visual Operations (EVO)99 airline pilots served as EPs - 5 CA, 4 FOindividualXX XXX decision to landXnot specifiedX EMMXXX HWDXPFD, ND, Vertical situation display, EICASTwo back-to-back experiments were conducted to evaluate the efficacy of using head tracked HWD in EVO in closely spaced parallel approaches; and, explore augmented reality techniques for surface operations. Results of airborne experiment presents further evidence of the significant potential of BTV technologies to enable EVO. Several concepts for enhanced implementations of an unlimited field-of-regard BTV concept for low visibility surface operations were determined to be equivalent in pilot ratings of efficacy and usability.Experimental trials conducted in a fixed-bottom simulator (i.e., no motion effects); motion simulation trials are needed. Results must be validated during actual operations, especially to test issues including readability in daylight (color, brightness, contrast), and disorientation and illusion issues.Gore bibliographyRNAVASRS (Aviation Safety Reporting System) Database Report Set (2007). RNAV Incidents.ASRS2007ASRS (Aviation Safety Reporting System) Database Report Set (2007). RNAV incidents (update3.0, January 23, 2007). Moffett Field, CA: NASA-Ames Research Center. Aviation SafetyNot coded. General but indirect relevance to NextGen flight deck.NASA Ames CD 2010SPIN-TAnalysis of a Real-Time Separation Assurance System with Integrated Time-in-Trail SpacingAweissNASA Ames Research Center2010Conference PaperAweiss, A., Farrahi, A., Lauderdale, T., Thipphavong, & A., Lee, C. (2010). Analysis of a real-time separation assurance system with integrated time-in-trail spacing. Proceedings of the 10th AIAA Aviation Technology, Integration, and Operations (ATIO) Conference, Fort Worth, TX: AIAA.http://www.aviationsystemsdivision.arc.nasa.gov/publications/2010/Aweiss_ATIO2010_final.pdfAirspaceCTDSA (CTD)This paper describes the implementation and analysis of an integrated ground-based separation assurance and time-based metering prototype system into the Center-TRACON Automation System. The integration of this new capability accommodates constraints in four-dimensions: position (x-y), altitude, and meter-fix crossing time. Experiments were conducted to evaluate the performance of the integrated system and its ability to handle traffic levels up to twice that of today. Results suggest that the integrated system reduces the number and magnitude of time-in-trail spacing violations. This benefit was achieved without adversely affecting the resolution success rate of the system. Also, the data suggest that the integrated system is relatively insensitive to an increase in traffic of twice the current levels.Modeling/simulation. Used recorded traffic data from Fort Worth Center as baseline for simulation. Evaluated 2x traffic increse. Center-TRACON Automation System used as 'test bed'.separation; separation assurance; advanced airspace concept (AAC); time-in-trail spacingxxxCTAS; Integrated Separation Assurance System (includes autoresolver, trajectory synthesizer, conflict probe, and first come first serve scheduler)Conflicts are most likely in merging and arriving aircraft. Autoresolver algorithm insensitive to 2x taffic increase, resolution rate was decreased by only 2%. Addition of time-in-trail spacing did not decrease the resolution rate of the system. The number and magnitude of time-in-trail spacing violations was decreased by the arrival manager.CTAS has inherrent errors: "Note that CTAS does not execute commanded trajectories with perfect precision; there is inherent error not associated with modeled error sources such as wind or delays."SAA Complexity Metric for Automated SeparationAweissNASA Ames Research Center2009Conference PaperAweiss, A. (2009, October). A Complexity Metric for Automated Separation. Presented at the 28th Digital Avionics Systems Conference, Orlando, FL.http://www.aviationsystemsdivision.arc.nasa.gov/publications/2010/AF2010226.pdfA metric is proposed to characterize airspace complexity with respect to an automated separation assurance function. The Maneuver Option metric is a function of the number of conflict-free trajectory change options the automated separation assurance function is able to identify for each aircraft in the airspace at a given time. By aggregating the metric for all aircraft in a region of airspace, a measure of the instantaneous complexity of the airspace is produced. A six-hour simulation of Fort Worth Center air traffic was conducted to assess the metric. Results showed aircraft were twice as likely to be constrained in the vertical dimension than the horizontal one. By application of this metric, situations found to be most complex were those where level overflights and descending arrivals passed through or merged into an arrival stream. The metric identified high complexity regions that correlate well with current air traffic control operations. The Maneuver Option metric did not correlate with traffic count alone, a result consistent with complexity metrics for human-controlled airspace.Modeling. Simulation used 'all-or-nothing' criteria so results are on conservative side. Center-Tracon Automation System used for simulation. Used Dallas-Fort Worth to model air traffic.maneuver option (MO); air traffic complexity; automated airspace concept (AAC); separation; automated separation x (The Maneuver Option (MO) was presented as ametric to characterize the instantaneous complexity ofan airspace with respect to an automated separationassurance function)xxautomated separation assurance system (ASAS)Both metrics used to define complexity (zero MO/aircraft & Average MO/aircraft) are not correlated to number of aircraft. Aircraft are twice as likely to be constrained vertically as horizontally. Areas where aircraft are merging or transitioning between phases of flight are the most complex.IIFD webpageDISPEvaluation of Head-Worn Display Concepts for Commercial Aircraft Taxi OperationsBaileyNASA Langley Research CenterRandall.E.Bailey@nasa.gov 2007Conference PaperBailey, R., Arthur J. J. III., Prinzel L., III, & Kramer, L. (2007). Evaluation of head-worn display concepts for commercial aircraft. Proceedings of the SPIE Defense and Security Symposium, Orlando, FL: SPIE.http://ntrs.nasa.gov/archive/nasa/casi.ntrs.nasa.gov/20070018770_2007018399.pdfAviation SafetyIIFDHead-Worn Displays; Synthetic VisionPrevious research has demonstrated that a Head-Up Display (HUD) can be used to enable more capacity and safer aircraft surface operations. This previous research also noted that the HUD exhibited two major limitations which hindered the full potential of the display concept: 1) the monochrome HUD format; and, 2) a limited, fixed field of regard. Full-color Head Worn Displays (HWDs) with very small sizes and weights are emerging to the extent that this technology may be practical for commercial and business aircraft operations. By coupling the HWD with a head tracker, full-color, out-the window display concepts with an unlimited field-of-regard may be realized to improve efficiency and safety in surface operations. A ground simulation experiment was conducted at NASA Langley to evaluate the efficacy of head-worn display applications which may directly address the limitations of the HUD while retaining all of its advantages in surface operations. The simulation experiment used airline crews to evaluate various displays (HUD, HWD) and display concepts in an operationally realistic environment by using a Chicago, OHare airport database. The results pertaining to the implications of HWDs for commercial business and transport aviation applications are presented herein. Overall HWD system latency was measured and found to be acceptable, but not necessarily optimal. A few occurrences of simulator sickness were noted while wearing the HWD, but overall there appears to be commercial pilot acceptability and usability to the concept. Many issues were identified which need to be addressed in future research including continued reduction in user encumbrance due to the HWD, and improvement in image alignment, accuracy, and boresighting.Both studies were conducted in the Research Flight Deck (RFD) simulator at the NASA Langley Research Center (LaRC). Synopsis of work presented more extensively in Arthur, J.J., et al (2007). This article focuses on one of two experiments.Head-Worn Display, Head-Up Display, Surface Operations, Latency, Simulator Sickness, next generation air transportation system (NGATS) Study 1 # 3232 (16 crews)indiv+sharedXXXXPilot-ATCXXX (HWD)XX (tested in 2nd experiment)Xhead-worn displays (HWDs), A head-down electronic moving map (EMM), Situation Awareness Rating Technique (SART), Two experiments, the first of which was more extensively reviewed in the article, were conducted to test the viability of full color Head Worn Displays for commercial and business operations. With respect to the acceptance of HWD use, results suggest that advanced HWD and advanced HUD provide equal amounts of perceived SA, while providing improved SA over baseline and intermediate HWD. Notable latency and head tracking issues, as well as potential for simulator sickness, indicate need for further development to improve efficiency and safety for operational use of HWD. Overall, it was reported that subject rating indicated high potential for HWD, while emphasizing the need for refinements.They mentioned two experiments but only focused on the first one. These results were obtained using a sophisticated ground simulation facility with no motion effects. These results and others must be validated during actual operations, focusing on daylight readability (particularly for evaluating the utility and capabilities for color), disorientation and illusion issues (i.e., simulator sickness), and augmented reality requirements. IIFD webpageEVS/SVS Fusion of Synthetic and Enhanced Vision for All-Weather Commercial Aviation OperationsBaileyNASA Langley Research Centerrandall.e.bailey@nasa.gov2007Conference PaperBailey, R. E., Kramer, L. J., & Prinzel, L. (2007). Fusion of Synthetic and Enhanced Vision for All-Weather Commercial Aviation Operations. Presented at NATO HFM-141 Symposium on Human Factors of Day/Night All-Weather Operations, Heraklion, Greece.http://ntrs.nasa.gov/archive/nasa/casi.ntrs.nasa.gov/20070018792_2007018398.pdfAviation SafetyIIFDSynthetic Vision; Enhanced VisionNASA is developing revolutionary crew-vehicle interface technologies that strive to proactively overcome aircraft safety barriers that would otherwise constrain the full realization of the next-generation air transportation system. A piloted simulation experiment was conducted to evaluate the complementary use of Synthetic and Enhanced Vision technologies. Specific focus was placed on new techniques for integration and/or fusion of Enhanced and Synthetic Vision and its impact within a two-crew flight deck during low visibility approach and landing operations. Overall, the experimental data showed that significant improvements in situation awareness, without concomitant increases in workload and display clutter, could be provided by the integration and/or fusion of synthetic and enhanced vision technologies for the pilot-flying and the pilot-not-flying. During non-normal operations, the ability of the crew to handle substantial navigational errors and runway incursions were not adversely impacted by the display concepts although the addition of Enhanced Vision did not, unto itself, provide an improvement in runway incursion detection.Air transportation, airline operations, all-weather air navigation, display devices, enhanced vision, low visibility, runway incursions, workloads, EVS, SVS2424 airline and cargo carrier pilots with HUD flying experienceindividualXXXXXXXXX rnwy incursion detectionX integrated/fused enhanced and synthetic vision technologies; tunnel, display symbology, FLIR, pilot not flying auxiliary displayComplementary use (i.e., fusion) of enhanced and synthetic vision technologies was studied. Display concepts tested did not significantly impact or aid runway incursion detection or avoidance. Furthermore, enhanced vision technologies did not offer improvement in runway incursion detection. However, the addition of tunnel and SVS technologies on the HUD, and the addition of fusion control and symbology to auxiliary display improved subjective ratings of situational awareness without affecting or increasing workload for the pilots. The PNF's auxiliary display was highly preferred; however, participants suggested declutter capability on this display would reduce degraded readability. At time of report, statistical analysis was continuing to identify any correlations.NASA Ames CD 2011DISPDSTConcept of Operations for Integrated Intelligent Flight Deck Displays and Decision Support TechnologiesBaileyNASA Langley Research CenterRandall.E.Bailey@nasa.gov2011NASA Technical MemorandumBailey, R. E., Prinzel, L. J., Kramer, L. J., & Young, S. D. (2011). Concept of operations for integrated intelligent flight deck displays and decision support technologies. (NASA/TM-2011-217181). Hampton, VA: NASA Langley Research Center. http://ntrs.nasa.gov/archive/nasa/casi.ntrs.nasa.gov/20110010971_2011009613.pdfAviation Safety ProgramIIFDThe document describes a Concept of Operations for Flight Deck Display and Decision Support technologies which may help enable emerging Next Generation Air Transportation System capabilities while also maintaining, or improving upon, flight safety. This concept of operations is used as the driving function within a spiral program of research, development, test, and evaluation for the IIFD project. As such, the concept will be updated at each cycle within the spiral to reflect the latest research results and emerging developments.ConOps, not a studyAll Weather Operations, Enhanced Vision, Equivalent Visual Operations, Flight Deck, NextGen Surface operations, Synthetic VisionXXX comprehensive high-integrity information processingXXX decision supportXXXX (data-link)XXX HWDX noted limitations XXVision Sytem (VS) is a term introduced to refer to combined electronic visual-like systems; Integrated Alerting and Notification (IAN); CD&R (combining TCAS with ADS-B)The purpose of this concept of operations was to support NASA's IIFD research plan by guiding future flight deck display and decision support research, development, test and evaluation. New operating methods and flight deck technologies that enable the new flight deck system concept of Better Than Visual operations is described, including description of the technologies and modes of operations to be integrated. Example operational scenarios were provided to illustrate how the various display and decision support technologies coordinate to allow for BTV operations as outlined in the ConOps.NASA Ames CD 2011EVS/SVS Awareness and Detection of Traffic and Obstacles Using Synthetic and Enhanced Vision SystemsBaileyNASA Langley Research CenterRandall.E.Bailey@nasa.gov2012NASA Technical MemorandumBailey, R.E. (2012). Awareness and detection of traffic and obstacles using synthetic and enhanced vision systems. (NASA/TM-2012-217324). Langley, VA: NASA Langley Research Center.http://ntrs.nasa.gov/archive/nasa/casi.ntrs.nasa.gov/20120001338_2012001120.pdfAviation SafetyVSSTSFDSOResearch literature are reviewed and summarized to evaluate the awareness and detection of traffic and obstacles when using Synthetic Vision Systems (SVS) and Enhanced Vision Systems (EVS). The study identifies the critical issues influencing the time required, accuracy, and pilot workload associated with recognizing and reacting to potential collisions or conflicts with other aircraft, vehicles and obstructions during approach, landing, and surface operations. This work considers the effect of head-down display and head-up display implementations of SVS and EVS as well as the influence of single and dual pilot operations. The influences and strategies of adding traffic information and cockpit alerting with SVS and EVS were also included. Based on this review, a knowledge gap assessment was made with recommendations for ground and flight testing to fill these gaps and hence, promote the safe and effective implementation of SVS/EVS technologies for the Next Generation Air Transportation SystemNot a study/experiment. Report is an overview of literature, research findings, concepts and gaps relevant to SEVS.Enhanced Vision (EV/EVS); Head-Up Display (HUD); Head-Down Display; Object Detection; Runway Incursion; Synthetic Vision (SV/SVS)XXXX as it relates to display clutterXXX especially HUDs, SVS? Crew decision making related to landings (decision heights)X HUD traininginXXX also EFVSXXX also SEVSHead Down Display (HDD); Head-worn display (HWD)The report provided a summary of research literature on pilot awareness and detection of traffic and obstacles when using SVS and EFVS (SEVS) systems during low visibility surface, arrival, and departure operations. Operational issues influencing pilot workload, accuracy and time required to recognize and react to potential ground and vehicle conflicts are described. Issues identified as paramount in the consideration of efficacy of EFVS technologies included sensor resolution, use of color, display clutter and relative contrast of the critical object of identification. SVS on head-down displays is contrasted with EFVS on head-up displays, including additional assessment of adding Cockpit Display of Traffic Information (CDTI) and alerting into these displays for use in low-visibility landing and surface operations.Several recommendations were provided, based on the research literature review, for continued research and subsequent operational ground and flight testing toward the effective implementation of SEVS technologies for NextGen operations.TM:BaileyHUDHead-Worn Displays for NextGenBaileyNASA Langley Research CenterRandall.E.Bailey@nasa.gov2011Conference PaperBailey, R.E., Shelton, K.J., and Arthur, J.J. (2011). Head-worn displays for NextGen. Proceedings of SPIE, Head- and Helmet-Mounted Displays XVI: Design and Applications, Orlando, FL.http://spiedigitallibrary.org/proceedings/resource/2/psisdg/8041/1/80410G_1?isAuthorized=no --note-- subscription to SPIE required for full article accessAviation Safety (?)VSSTSFDSOThe operating concepts emerging under the Next Generation air transportation system (NextGen) require new technology and procedures - not only on the ground-side - but also on the flight deck. Flight deck display and decision support technologies are specifically targeted to overcome aircraft safety barriers that might otherwise constrain the full realization of NextGen. One such technology is the very lightweight, unobtrusive head-worn display (HWD). HWDs with an integrated head-tracking system are being researched as they offer significant potential benefit under emerging NextGen operational concepts. Two areas of benefit for NextGen are defined. First, the HWD may be designed to be equivalent to the Head-Up Display (HUD) using Virtual HUD concepts. As such, these operational credits may be provided to significantly more aircraft for which HUD installation is neither practical nor possible. Second, the HWD provides unique display capabilities, such as an unlimited field-of-regard. These capabilities may be integral to emerging NextGen operational concepts, eliminating safety issues which might otherwise constrain the full realization of NextGen. The paper details recent research results, current HWD technology limitations, and future technology development needed to realize HWDs as a enabling technology for NextGen.Article is a overview of research and technology development of Head-Worn Displays for NextGen- not a study.head-worn display, head-up display, enhanced vision, synthetic vision, latencyXXXX p. 12-13 mention of possible limitations of HWD for pilots using corrective visionX equivalencies and differences between HUDs and HWDsX display-info presentationX ( EFVS)X head-worn, not helmet mountedX HWD were compared to HUD capabilities throughout articleX SEVShead-tracker incorporated into a Head Worn Display (HWD); Better-Than-Visual (BTV) operational capability; EFVS; SEVSNoted rationale for reviewing HWD concepts is for use in aircraft with limitations of integrated HUD technology. HWDs may be a way to bring up-to-date visual aid technology to transport aircraft without the capacity for HUDs. HWDs certainly have great potential as a Better-Than-Visual technology toward all-weather capabilities in the NextGen environment.Compatibility for pilots using corrective vision needs to be evaluated. Also, HWDs need to be evaluated operationally for equivalence to proven HUD benefits and utility - this article was only a summary of HWDs for NextGen use, actual operational evaluation was beyond the scope.NASA Ames CD 2011HAI NextSafe-2: Evaluation of Flight Deck Technology and Operating Concepts For Safe and Efficient NextGenBaileyNASA Langley Research CenterRandall.E.Bailey@nasa.gov2011PresentationBailey, R. E. (2011, May). NextSafe-2: Evaluation of Flight Deck Technology and Operating Concepts For Safe and Efficient NextGen. Presented at NASA Aviation Safety Program Annual Technical Meeting, St. Louis, MO.Aviation SafetyVSSTSFDSOThis presentations contains a high-level overview of simulation evaluation research of the flight deck, technology and operating concepts for NextGen. The stated challenge is to integrate disparate technologies and operating concepts into a unified simulation/evaluation. 2424 (12 crews)indiv+sharedXXXPilot-ATCX (merging and spacing)XX ( EFVS)Xpair dependent speed (PDS) on-board guidance system, Flight deck Interval Management (FIM) FIM: No Significant Differences In Number Of Speed Changes Between FIM-Spacing (5.5 Changes On Average) and FIM-Delegated Separation (6.5). FIM Algorithm Performed As Expected. Flight Crews Were Able To Achieve Time-based Spacing (Threshold Crossings)+/-4 Seconds Under Delegated Spacing Condition, +/-2 Seconds Under Delegated Separation Condition. Pilot workload FIM-Spacing Workload Reported Significantly Higher Than The FIM-Delegated Separation FIM-Spacing: Busy; Challenging But Manageable; Adequate Time Available. FIM-Delegated Separation: Moderate Activity; Easily Managed; Considerable Spare Time. Traffic Situation Awareness: Good/ Very Good For Delegated Spacing Condition and Excellent For Delegated Separation Condition. Human-Centered laboratoryS/TNextGen Flight Deck Surface trajectory-Based Operations (STBO): Speed-Based Taxi ClearancesBakowskiSan Jose State University at NASA Ames Research Centerdeborah.bakowski@nasa.gov2011Conference PaperBakowski, D. L., Foyle, D. C., Hooey, B. L., Kunkle, C. L., & Jordan, K. P. (2011). NextGen flight deck surface trajectory-based operations (STBO): Speed-based taxi clearances. Proceedings of the Sixteenth International Symposium on Aviation Psychology, (pp. 44 49). Dayton, OH: Wright State University.http://humanfactors.arc.nasa.gov/ihi/hcsl/publications/Bakowski_et_al_2011_ISAP%20Paper.pdfAirspaceA pilot-in-the-loop simulation was conducted that required pilots to taxi following acceleration and speed profiles under two Speed-conformance conditions (Defined and Undefined). Pilots were given a commanded speed in both conditions, however, in the Defined Speed-conformance condition, air traffic control (ATC) issued alerts when the aircraft speed exceeded a +/- 1.5 kt speed range. A current-day, baseline trial with no required speed profile was also included. While pilots achieved required time of arrival (RTA) errors of less than 10 sec in each condition, both Speed-conformance conditions produced more visual fixation time on the speed tape, located head-down on the primary flight display (PFD), compared to the baseline condition. Fourteen out of eighteen pilots reported that the demand of maintaining the required speed conformance range in actual operations would compromise safety. These results indicate the need for advanced flight deck displays to enable pilots to safely comply with runway RTAs during taxi.A pilot-in-the-loop simulation required time of arrival (RTA),surface trajectory-based operations (STBO),surface traffic management (STM), Taxiing, time of arrival (TOA) 1818(current and retired)indiv+sharedXXXXXXXflight deck-ATCXXXXXPrimary Flight Display (PFD), Taxi Navigation Display (TND),Navigation Display (ND),datalink displayThe simulation demonstrated that pilots were able to taxi their aircraft according to specified speed profiles, resulting in quite good RTA performance. Unfortunately, however, this required the pilot to view the headdown speed display 2.4 to 3.3 times more than in a current-day baseline condition. Pilots overwhelmingly (14 of 18) felt that this would have a negative impact on safety, interfering with the primary taxi tasks to navigate the aircraft and maintain visual separation from other aircraft and obstacles. As suggested by Foyle et al. (2009), a flight deck display aid may support pilot taxi RTA performance with reasonable and safe workloadAHFEDLDataComm in flight deck surface trrajectory-based operationsBakowskiSan Jose State University at NASA Ames Research Centerdebi.bakowski@nasa.gov2012Conference PaperBakowski,D.L., Foyle, D.C., Hooey, B.L. Meyer, G.R., & Wolter, C.A. (2012, July). DataComm in flight deck surface trrajectory-based operations. Presentation at the Applied Human Factors and Ergonomics Conference, San Francisco, CA.The purpose of this pilot-in-the-loop aircraft taxi simulation was to evaluate a NextGen concept for surface trajectory-based operations (STBO) in which air traffic control (ATC) issued taxi clearances with a required time of arrival (RTA) by Data Communications (DataComm). Flight deck avionics, driven by an error-nulling algorithm, displayed the speed needed to meet the RTA. To ensure robustness of the algorithm, the ability of 10 two-pilot crews to meet the RTA was tested in nine experimental trials representing a range of realistic conditions including a taxi route change, an RTA change, a departure clearance change, and a crossing traffic hold scenario. In some trials, these DataComm taxi clearances or clearance modifications were accompanied by preview information, in which the airport map display showed a preview of the proposed route changes, including the necessary speed to meet the RTA. Overall, the results of this study show that with the aid of the RTA speed algorithm, pilots were able to meet their RTAs with very little time error in all of the robustness-testing scenarios. Results indicated that when taxi clearance changes were issued by DataComm only, pilots required longer notification distances than with voice communication. However, when the DataComm was accompanied by graphical preview, the notification distance required by pilots was equivalent to that for voice.HITL simulation studyNextGen, STBO, surface operations, taxi, displays, DataComm2020XXXXXXXXXAirport and Terminal Area Simulator (ATAS),Primary Flight Display (PFD), Navigation Display (ND), Control Display Unit (CDU), Taxi Navigation Display (TND)Overall, the results of this study showed that with the aid of the RTA speed algorithm, pilots were able to meet their RTAs with very little time error in all of the robustness-testing scenarios. Results indicated that when taxi clearance changes were issued by DataComm only, pilots required longer notification distances than with voice communication. However, when the DataComm was accompanied by graphical preview, the notification distance required by pilots was equivalent to that for voice.Small sample size, only pilot response time was measured as a form of human-automation interaction; no workload or situational measures were taken.NASA Ames CD 2009RNPPrototype Flight Management Capabilities to Explore Temporal RNP ConceptsBallinNASA Langley Research Centermark.g.ballin@nasa.gov2008Conference PaperBallin, M. G., Williams, D. H., Allen, B. D., & Palmer, M. T. (2008, October). Prototype flight management capabilities to explore temporal RNP concepts. In Digital Avionics Systems Conference, 2008. DASC 2008. IEEE/AIAA 27th (pp. 3-A). IEEE.http://ntrs.nasa.gov/archive/nasa/casi.ntrs.nasa.gov/20080043675_2008043422.pdfAirspaceCTDSDO (CTD)Next Generation Air Transportation System (NextGen) concepts of operation may require aircraft to fly planned trajectories in four dimensions three spatial dimensions and time. A prototype 4D flight management capability is being developed by NASA to facilitate the development of these concepts. New trajectory generation functions extend today's flight management system (FMS) capabilities that meet a single Required Time of Arrival (RTA) to trajectory solutions that comply with multiple RTA constraints. When a solution is not possible, a constraint management capability relaxes constraints to achieve a trajectory solution that meets the most important constraints as specified by candidate NextGen concepts. New flight guidance functions provide continuous guidance to the aircrafts flight control system to enable it to fly specified 4D trajectories. Guidance options developed for research investigations include a moving time window with varying tolerances that are a function of proximity to imposed constraints, and guidance that recalculates the aircrafts planned trajectory as a function of the estimation of current compliance. Compliance tolerances are related to required navigation performance (RNP) through the extension of existing RNP concepts for lateral containment. A conceptual temporal RNP implementation and prototype display symbology are proposed.This is a conceptual paper only. There are no studies reported. ANP, RNP, 4D four dimensional trajectory, RTA (required time of Arrival), FMS (Flight management system)flight deck-ATCx (procedure for managing flight trajectories)xxxx 4-D FMSThis paper discusses a concept for managing flight trajectories to allow more air traffic. It is an important framework, but at this point only that. There are no prototypes or tests reported in this paper. NTRSNGATSNASA System-Level Design, Analysis and Simulation Tools Research on NextGenBardinaNasa Ames Research Center Jorge.E.Bardina@nasa.gov2011Journal ArticleBardina, J., (2011). NASA system-level design, analysis and simulation tools research on NextGen. SAE International Journal of Aerospace, 4, 1357-1364.http://ntrs.nasa.gov/archive/nasa/casi.ntrs.nasa.gov/20110018182_2011017800.pdfA review of the research accomplished in 2009 in the System-Level Design, Analysis and Simulation Tools (SLDAST) of the NASA's Airspace Systems Program is presented. This research thrust focuses on the integrated system-level assessment of component level innovations, concepts and technologies of the Next Generation Air Traffic System (NextGen) under research in the ASP program to enable the development of revolutionary improvements and modernization of the National Airspace System. The review includes the accomplishments on baseline research and the advancements on design studies and system-level assessment, including the cluster analysis as an annualization standard of the air traffic in the U.S. National Airspace, and the ACES-Air MIDAS integration for human-in-the-loop analyzes within the NAS air traffic simulation. This paper presents a comprehensive view of the 2008 SLDAST milestones and accomplishments.Man-machine Integrated Design and Analysis System (MIDAS), System-Level Design, Analysis, and Simulation Tools (SLDAST),Traffic Flow Management (TFM), Airspace Systems Program (ASP),Concepts and Technology Development (CTD), Systems Analysis, Integration & Evaluation (SAIE)XXXAirspace Concept Evaluation System (ACES),Man-machine Integrated Design and Analysis System (MIDAS)SLDAST has been chartered to assess the benefits of NextGen concepts and technologies and to pursue a research focus on baseline research, design studies, and system-level assessments with a set of milestones. In 2009, SLDAST accomplished the Common Definitions, Human Factors Assessment, and Multi-Sector Planner Concept of Operations milestones. The progress on the design studies and assessments developed the common scenarios, including the technology changes from Baseline (2006) through NGIP (2018), and NextGen (2025) with increasing traffic demands as described under the NextGen Implementation Plan for 2018 and NextGen for 2025.This paper only describes a small set of the program and only a reduced set of the SLDAST research accomplished in 2009 and substantial research developed by a large number of researchers is not included.Gore bibliographyRNAVHuman Factors Considerations for Performance-based Navigation Barhydt, R.NASA Langley Research Centerrichard.barhydt@nasa.gov2006NASA Technical MemorandumBarhydt, R. & Adams, C.A. (2006). Human factors considerations for performance-based navigation (NASA/TM-2006-214531). Hampton, VA: NASA-Langley Research Center. http://ntrs.nasa.gov/archive/nasa/casi.ntrs.nasa.gov/20060048293_2006250467.pdfAirspaceAirspace managementArea navigation (RNAV) procedures are being implemented in the United States and around the world as part of a transition to a performance-based navigation system. These procedures are providing significant benefits and have also caused some human factors issues to emerge.

Issues were found to include aspects of air traffic control and airline procedures, aircraft systems, and procedure design. area navigation, terminal procedures, human factors, flight operationsx specifically with respect to need for updated displays under RNAVx report makes observations and recommendations re: mapping dataxflight deck-ATCxx Esp terminal area navigation under RNAVXx integration of RNAVMajor findings suggest the need for specific instrument procedure design guidelines that consider the effects of human performance. This paper notes and makes recommendations concerning procedures and communications protocols under RNAV, primarily with the aim of updating procedures and common diction to reflect the way in which RNAV alters prior procedures.This was essentially a meta-analysis.RNAVHuman Factors Considerations for Area Navigation Departure and Arrival ProceduresBarhydt, R.NASA Langley Research Centerrichard.barhydt@nasa.gov2006Conference PaperBarhydt, R., & Adams, C. A. (2006). Human Factors Considerations for Area Navigation Departure and Arrival Procedures. Presented at the ICAS 2006 - 25th Congress of the International Council of the Aeronautical Sciences.http://hdl.handle.net/2060/20060048293Aviation SafetySSATWBS 727-01-00Area navigation (RNAV) procedures are being implemented in the United States and around the world as part of a transition to a performance-based navigation system. These procedures are providing significant benefits and have also caused some human factors issues to emerge. Under sponsorship from the Federal Aviation Administration (FAA), the National Aeronautics and Space Administration (NASA) has undertaken a project to document RNAV-related human factors issues and propose areas for further consideration. The component focusing on RNAV Departure and Arrival Procedures involved discussions with expert users, a literature review, and a focused review of the NASA Aviation Safety Reporting System (ASRS) database. Issues were found to include aspects of air traffic control and airline procedures, aircraft systems, and procedure design. Major findings suggest the need for specific instrument procedure design guidelines that consider the effects of human performance. Ongoing industry and government activities to address air-ground communication terminology, design improvements, and chart-database commonality are strongly encouraged. A review of factors contributing to RNAV in-service errors would likely lead to improved system design and operational performance.Not an experiment, but a lit review and review of ASRS data.AIR TRAFFIC CONTROL; AREA NAVIGATION; DATA BASES; ERRORS; FLIGHT SAFETY; HUMAN FACTORS ENGINEERING; HUMAN PERFORMANCE; NASA PROGRAMS; RADIO NAVIGATION; SYSTEMS ENGINEERINGxflight deckxRNAVThe paper highlights four categories/areas that originate errors related to RNAV: Air Traffic Control Procedures: terminology, phraseology, timing of clearance information, inter-facility coordination Airline Operations: training, company procedures, pilot actions, airline/flight deck communication Aircraft System Capabilities: equipment availability and performance, path tracking, mode transitions, navigation database Procedure Design and Charting: waypoint proximity, use of waypoint constraintsFollowing identification of these break points, the paper makes recommendations concerning fixesNASA Ames CD 2008SPCONT DESSimulation Results for Airborne Precision Spacing Along Continuous Descent ArrivalsBarmoreNASA Langley Research Centerbryan.barmore@nasa.gov2008Conference PaperBarmore, B., Abbott, T., Capron, W., Baxley, B. (2008, September). Simulation Results for Airborne Precision Spacing Along Continuous Descent Arrivals. Presented at the 26th Congress of International Council of the Aeronautical Sciences, Anchorage, AK.http://ntrs.nasa.gov/archive/nasa/casi.ntrs.nasa.gov/20080040745_2008040578.pdfAirspaceCTDSDO (CTD)This paper describes the results of a fast-time simulation experiment and a high-fidelity simulator validation with merging streams of aircraft flying Continuous Descent Arrivals through generic airspace to a runway at Dallas-Ft Worth. Aircraft made small speed adjustments based on an airborne-based spacing algorithm, so as to arrive at the threshold exactly at the assigned time interval behind their Traffic-To-Follow. The 40 aircraft were initialized at different altitudes and speeds on one of four different routes, and then merged at different points and altitudes while flying Continuous Descent Arrivals. This merging and spacing using flight deck equipment and procedures to augment or implement Air Traffic Management directives is called Flight Deck-based Merging and Spacing, an important subset of a larger Airborne Precision Spacing functionality. This research indicates that Flight Deck-based Merging and Spacing initiated while at cruise altitude and well prior to the Terminal Radar Approach Control entry can significantly contribute to the delivery of aircraft at a specified interval to the runway threshold with a high degree of accuracy and at a reduced pilot workload. Furthermore, previously documented work has shown that using a Continuous Descent Arrival instead of a traditional step-down descent can save fuel, reduce noise, and reduce emissions. Research into Flight Deck-based Merging and Spacing is a cooperative effort between government and industry partners.Simulation/modelingContinuous Descent Arrivals/Approaches, Airborne Precision Spacing, Flight Deck Merging and Spacingx (assumed that this procedure would reduce workload, not actually studied)xPilot-ATC (some merging and spacing responsibilities handled by flight deck)flight deckxxxRNAV, FDMS, TMX, ASTARFlight deck based merging and spacing at cruise altitude significantly contribute to an increase aircraft arrival accuracy.NASA Ames CD 2009M&SFlight Deck-based Merging and Spacing OperationsBarmoreNASA Langley Research Centerbryan.barmore@nasa.gov2009Journal ArticleBarmore, B., Bone, R., & Penhallegon, W. (2009). Flight deck-based merging and spacing operations. Air Traffic Control Quarterly, Vol. 17(1) 5-37.http://trid.trb.org/view.aspx?id=887529AirspaceCTDSDO (CTD)The Federal Aviation Administration (FAA) is developing an Automatic Dependent Surveillance-Broadcast (ADS-B)-based concept termed Merging and Spacing (M&S), intended to allow flight crews, air traffic control (ATC), and airlines to achieve the most efficient and desirable spacing within aircraft pairs from the en route phase of flight to the runway threshold. For aircraft to merge successfully, they must have sufficient spacing to fit into the overall flow while maintaining the required separation. Miles-in-trail (MIT) or metering restrictions (meter fix times) are often used to absorb delays or to meet spacing requirements for procedures such as Continuous Descent Arrivals (CDAs). However, ATC often experiences difficulty in achieving meter fix times or MIT restrictions in the arrival management process. M&S uses a centralized ground-based sequencing and pre-conditioning of the arrivals, combined with flight deck speed control to achieve pair-wise spacing. This paper focuses on recent research and development of the second part of that operation, termed Flight Deck-based Merging and Spacing (FDMS). A main objective of FDMS is to avoid costly low-altitude maneuvering while maintaining or increasing runway throughput. The flight operations hub and Global Operations Center for UPS at Louisville International Airport-Standiford Field (SDF) has been the site for tests of various approach and collision avoidance systems. FDMS is part of the UPS Gate-to-Gate project and is being implemented at SDF in UPSs Boeing 757 and 767 aircraft. Descriptions of various evaluations of the initial implementation from the perspectives of pilots and controllers in both the en-route and terminal domains were carried out. They are described in detail. Results show that the early FDMS implementations are feasible. Studies looking at future enhancements to support a wider range of conditions have identified where new research is required.Overview/experiment. Contains lengthy overview of merging and spacing concepts as well as multiple experiments that have been conducted testing NextGen technologies and procedures.flight deck, merging and spacing, continuous descent approaches (CDA), speed command (CMD)19 (2 experiments: Merging & CDA)Merging: 10; CDA:9xxx(determined ground speed differential was unecessary info)xxxPilot-ATC-AOCxflight deck-ATC-AOCxxin and outxxPilot-ATC-AOCxx(not mentioned but necessary for these type of operations)xFDMSGround speed differential confusing and not necessary for self-spacing operations. Not every speed command needs to be implemented for FDMS to function and deliver aircraft close to desired time of arrival.SPCSPRA Concept for Airborne Precision Spacing for Dependent Parallel ApproachesBarmoreNASA Langley Research Centerbryan.barmore@nasa.gov2012NASA Technical MemorandumBarmore, B., Baxley, B., Abbott, T., Capron, W., Smith, C., Shay, R., Hubbs, C. (2012). A concept for airborne precision spacing for dependent parallel approaches. (NASA TM-2012-000000) Hampton, VA: NASA Langley Research Center.http://ntrs.nasa.gov/archive/nasa/casi.ntrs.nasa.gov/20120004039_2012004199.pdfThe Airborne Precision Spacing concept of operations hasbeen previously developed to support the precise delivery ofaircraft landing successively on the same runway. The highprecisionand consistent delivery of inter-aircraft spacing allowsfor increased runway throughput and the use of energy-efficientarrivals routes such as Continuous Descent Arrivals andOptimized Profile Descents. This paper describes an extension tothe Airborne Precision Spacing concept to enable dependentparallel approach operations where the spacing aircraft mustmanage their in-trail spacing from a leading aircraft onapproach to the same runway and spacing from an aircraft onapproach to a parallel runway. Functionality for supportingautomation is discussed as well as procedures for pilots andcontrollers. An anaylsis is performed to identify the requiredinformation and a new ADS-B report is proposed to supportthese information needs. Finally, several scenarios are describedin detail.Concept overview. Discusses off-nominal events.airborne precision spacing (APS); continuous descent arrival (CDA); interval management (IM); optimized profile descents (OPD); required time of arrival (RTA)xxxflight deck-ATCnot specifiedxpair dependent speed (PDS) on-board guidance systemVertical separation of aircraft during optimized profile descents is undesirable because it would necessitate a level flight segement for one of the aircraft thus reducing fuel saving and noise reducing benefits. Lateral separation leads to decreased throughput due to excessive spacing.SPResearch of Airborne Precision Spacing to Improve Airport Arrival OperationsBarmoreNASA Langley Research Centerbryan.barmore@nasa.gov2011White PaperBarmore, B. E., Baxley, B. T., & Murdoch, J. (2011). Research of airborne precision spacing to improve airport arrival operations. Air Traffic Technology International Magazine, 70-73.http://ntrs.nasa.gov/archive/nasa/casi.ntrs.nasa.gov/20110008430_2011008845.pdfThe Next Generation Air Transportation System (NextGen) Program and Single European Sky Air Traffic Management Research (SESAR) Program have both identified Airborne Spacing as a critical component, with Automatic Dependent Surveillance Broadcast (ADS-B) as a key enabler. Increased interest in reducing airport community noise and the escalating cost of aviation fuel has led to the use of Continuous Descent Arrival (CDA) procedures. Airborne self-spacing concepts have been developed to increase the throughput at high-demand airports by managing the inter-arrival spacing to be more precise and consistent using on-board guidance. However, it has been proposed that the additional space needed around an aircraft performing a CDA could be reduced or eliminated when using airborne spacing techniques. The objectives of this study were to assess pilot acceptability, pilot workload, and characterize the spacing performance in terms of the number of speed commands and aircraft spacing at the threshold. Each subject pilot flew each of the eight different CDA scenarios, and each scenario included three off-nominal events. The first aircraft in every scenario used standard flight management system guidance, while all other aircraft were assigned a spacing instruction and expected to use the provided speed guidance whenever possible. Pilots reported that they were very comforatble with the APS procedures and reported very low workload. The amount of speed changes were acceptable and there was a minimal difference in fuel usage. This article reviews an experiment that took place in the summer of 2008. Merging and Spacing, CDA, flight safety2626XXXXflight deck-ATCXXXin and outXAir Traffic Operations Laboratory (ATOL)The results showed that combining airborne spacing with CDA's was both reasonable and beneficial. The workload ratings show that the spacing tool was eay to use and integrate into current operations. The results also show that the pilots were able to perform CDA's with airborne spacing when off-nominal events were introduced into the scenarios. The delivery precision should also allow for an increase in the throughput of airports, while also reducing fuel emissions and noise. AHFEOSOPThe safety and ethics of crew mealsBarshiNASA Ames Research CenterImmanuel.barshi@nasa.gov2012Conference PaperBarshi, I., & Feldman, J. (2012). The safety and ethics of crew meals. In Waldemar Karwowski (Ed.), Advances in human aspects of aviation, (pp. 472-480). Boca Raton, FL: CRC/Taylor & Francis.Glucose is the fuel of the brain. When blood glucose levels drop, sodoes cognition. Interestingly, it's the higher cognitive functions, suchas decision making and the ability to perceive risk, that go out first.Motor skills go last, and so the pilots hands may go to the rightswitches and levers, but his mind will be lagging behind. Data alsoshows that cognitive performance degrades long before people are aware ofany symptoms such as a sense of hunger or having a headache. Thus, lowblood glucose levels represent a serious safety risk in complexoperations, and especially in aviation where pilots may have to go formany hours with little or no food. Part of the reason for this lack offood is the elimination of crew meals in many domestic operations.We review data showing the effects of low blood glucose on pilotperformance, and discuss the ethical and practical issues surrounding theproblem.synthesizes multiple articles, non participant researchblood glucose, cognition, aviation, pilots, risk, performance, foodXXXLaboratory studies, pilots reports, and NTSB investigations show a common thread of serious issues relating lack of food and pilot performance. Everyday tasks (e.g., remembering to do an errand, performing mental arithmetic, driving or flying safely) are likely impaired from compromised blood glucose levels due to a lack of food whether we realize it or not. In the case of airline pilots, it is a safety issue, an ethical issue, and a business issue that can and should be resolved.This was a study that used archival data. DISPThe effect of information analysis automation display content on human judgment performance in noisy environmentsBassUniversity of Virginiaejb4n@virginia.edu2012Journal ArticleBass, E.J., Baumgart, L.A. & Shepley, K.K. (in press). The effect of information analysis automation display content on human judgment performance in noisy environments. Journal of Cognitive Engineering and Decision Making.https://mail-attachment.googleusercontent.com/attachment/?ui=2&ik=f6a5f06c45&view=att&th=1397504296204b13&attid=0.1&disp=inline&safe=1&zw&saduie=AG9B_P-zZduoipaWUKJScNRFTiFG&sadet=1346288825123&sads=f4TGUnuA8xI5Q7aS2mj1Iu9cBrsDisplaying both the strategy that information analysis automation employs to makes its judgments and variability in the task environment may improve human judgment performance, especially in cases where this variability impacts the judgment performance of the information analysis automation. This work investigated the contribution of providing either information analysis automation strategy information, task environment information, or both, on human judgment performance in a domain where noisy sensor data are used by both the human and the information analysis automation to make judgments. In a simplified air traffic conflict prediction experiment, 32 participants made probability of horizontal conflict judgments under different display content conditions. After being exposed to the information analysis automation, judgment achievement significantly improved for all participants as compared to judgments without any of the automations information. Participants provided with additional display content pertaining to cue variability in the task environment had significantly higher aided judgment achievement compared to those provided with only the automations judgment of a probability of conflict. When designing information analysis automation for environments where the automations judgment achievement is impacted by noisy environmental data, it may be beneficial to show additional task environment information to the human judge in order to improve judgment performance.Participants were asked to make judgments about the probability of an air traffic conflict, a horizontal loss of separation of 5 nautical miles (nm). They monitored the progress of their own aircraft (the ownship) and another aircraft (the traffic) using a simulated egocentric traffic displayhuman-automation interaction, human-automated judge learning, automation display content, judgment analysis3232 undergraduate engineering students.XXXTraffic Conflict Prediction System (TCPS), Data Entry Display (DED), Navigation Display (ND), and the Environmental Information Display (EID).When participants were asked to make a joint judgment (a revision to their unaided judgment after viewing the automations output in one of four display content conditions), judgment achievement significantly improved for all participants across all IL sessions and all display content conditions, showing the impact of the automation on the humans revised judgment regardless of the display content condition.Participants provided with additional display content pertaining to environment information had significantly higher joint judgment achievement compared to those provided with only the automations judgment There was no significant difference between joint judgment achievement participants in the OE and OEA display content groups. This implies that adding automation strategy information did not significantly help when participants were also provided with environment information for this judgment taskR/RIntegrated Model Checking and Simulation of NextGen Authority and Autonomy (NextGenAA)BassUniversity of Virginiaejb4n@virginia.eduPresentationBass, E. J., Feigh, K., Gunter, E., Rushby, J., Bolton, M., Griffith, D., & Mansky, W. Integrated model checking and simulation of NextGen authority and autonomy (NextGenAA). Unpublished presentation. NNA10DEC79CIn this presentation they cover the impetus and beginning stages of a model development. The model incorporates hybrid systems, meaning both the agent and the environment. This model is predicted to be able to cover multiple systems without losing the fidelity of either of the two different types of models it is based on.Model developmentHybrid model, agent modeling, ATC, NextGenAA, XXXHighlights the beginning stages of a model that includes two main functions. The first function is to model the pilot or human element. The second function is aimed at modeling how the automation on the flight deck will respond to environmental constraints. Combining these models presents a novel approach to understanding the interaction between humans and automation on the flight deck. HAIToward a multi-method approach to formalizing human-automation interaction and human-human communicationsBassUniversity of Virginiaejb4n@virginia.edu2011Conference PaperBass, E. J., Bolton, M. L., Feigh, K. M., Griffith, D., Gunter, E., Mansky, W. & Rushby, J. (2011). Toward a multi-method approach to formalizing human-automation interaction and human-human communications. Proceedings of the 2011 IEEE International Conference on Systems, Man, and Cybernetics (pp. 1817-1824). Anchorage, Alaska.Breakdowns in complex systems often occur as a result of system elements interacting in ways unanticipated by analysts or designers. The use of task behavior as part of a larger, formal system model is potentially useful for analyzing such problems because it allows the ramications of different human behaviors to be veried in relation to other aspects of the system. A component of task behavior largely overlooked to date is the role of human-human interaction, particularly humanhuman communication in complex human-computer systems. We are developing a multi-method approach based on extending the Enhanced Operator Function Model language to address human agent communications (EOFMC). This approach includes analyses via theorem proving and future support for model checking linked through the EOFMC top level XML description. Herein, we consider an aviation scenario in which an air trafc controller needs a ight crew to change the heading for spacing. Although this example, at rst glance, seems to be one simple task, on closer inspection we nd that it involves local human-human communication, remote human-human communication, multi-party communications, communication protocols, and human-automation interaction. We show how all these varied communications can be handled within the context of EOFMC.Model validationHuman-computer interaction, Task analysis, formal verification, human-automation interaction, model checking3 (example participants)21XXXXXEnhanced Operator Function Model (EOFM)The syntax of EOFM was extended to allow for communication and transmission of values, and given semantics for the extended language EOFMC. An EOFMC specication can also be translated into XML, which can then serve as a toplevel model for other analysis tools. Using this language, researchers modeled the behavior of the human operators in the procedure to effect a change of heading clearance, and sketched a proof of a basic safety property. Further proofs along these lines could help guarantee the safety of the protocols task model, or nd errors in the denition of the procedure.NASA Flight Deck Display Research LabCD/RDISPAssessment of Flight Crew Acceptance of Automated Resolution Suggestions and Manual Resolution Tools BattisteSan Jose State University/NASA Ames Research Centervbattiste@mail.arc.nasa.gov2008Conference PaperBattiste, V., Johnson, W. W., Dao, A. Q., Brandt, S., Johnson, N., & Granada, S. (2008). Assessment of flight crew acceptance of automated resolution suggestions and manual resolution tools. Proceedings of the 26th International Congress of the Aeronautical Sciences, Anchorage, AK: ICAShttp://humansystems.arc.nasa.gov/groups/FDDRL/publications.phphttps://ksn2.faa.gov/ajp/home/AJP6/AJP61/Flightdeck/wg/NASA%20Flight%20Deck%20HF%20RD/NASA%20DOCUMENTS/PK%20FY%202008/Assessment%20of%20Flight%20Crew%20Acceptance%20of%20Automated%20Resolution%20Suggestions%20and%20Manual%20Resolution%20Tools.pdfAirspaceCTDSDOThe air side part-task study was an initial assessment of flight crew responses to ground side automation derived conflict resolutions. The study was designed to assess pilots acceptability of different types of conflict resolutions provided by the automation (vertical and horizontal) at different ranges (near and far) from ownship. Data from the study shows that conflict resolutions created either by the automation or by flight crews were safe; all resolutions maintain a separation distance greater than 5 nm. Crews rated ~30% of automated resolution as problematic and reported that they would seek ATC input. However, when allowed to modify automated resolutions with flight deck route planning tools crews only wanted to consult with ATC on ~ 8% of resolutions. Finally, crews reported that the decision to accept, reject or modify an automated resolution is a complex and situation dependent decision. When close to TOD they generally preferred to descend, but when 500 nm or more from TOD they generally preferred to climb.Air Traffic Management (ATM), automatic trajectory server (ATS), route assessment tool (RAT), conflict resolution, automation 1212XXXXXflight deck-ATCXcockpit situation display (CSD), auto-resolver, Route Assessment Tool (RAT)Pilots would seek ATC input on 30% of the resolutions that were given to them. When allowed to use onboard flight deck tools to request and modify auto-resolutions, that number drops to 8%. The interactive condition led to safe and more efficient resolutions than the automation. Pilots didnt have a preference for left or right horizontal maneuvers, but had a clear preference of when to execute vertical maneuvers based of their proximity to TOD. When 200 nm or less they preferred to descend, but when 500nm or more, they preferred to climb. Possible order effects in that automation condition was always the first condition.NASA Flight Deck Display Research LabDLis ACARS and FANS-1A Just Another Data Link to the Controller? BattisteSan Jose State University/NASA Ames Research Centervernol.battiste-1@gmail.com2011Conference PaperBattiste, V., Lachter, J., Ligda, S., Nguyen, J., Bacon, L., Koteskey, R., ... & Johnson, W. (2011). Is ACARS and FANS-1A just another data link to the controller? Proceedings of the 1st international conference on Human Interface and the Management of Information: Interacting with Information-Volume Part II (pp. 453-462). Springer-Verlag, Berlin Heidelberg.http://humansystems.arc.nasa.gov/publications/acars_fans.pdfAirspaceCTDThis report investigates issues surrounding TBO procedures for the current aircraft fleet when requesting deviations around weather. Air and ground procedures were developed to stringently follow TBO principles using three types of communication: Voice, ACARS, and FANS. ACARS and FANS are both text-based communication systems, but FANS allows uplinked flight plans to be automatically loaded into the FMS, while ACARS does not. From the controller perspective, though, all flight plan modifications were completed using a trial planner and delivered via voice or data comm, making FANS and ACARS similar. The controller processed pilots request and approved or modified them based on traffic management constraints. In this context, the rate of non-conformance across all conditions was higher than anticipated, with off path errors being in excess of 20%. Controllers did not differentiate between the ACARS and FANS data comm, and showed mixed preferences for Voice vs data comm (ACARS and FANS) Participant simulation studyTrajectory based operations, ACARS, FANS20164XXXXXflight deck-ATC-AOCXxXXAircraft Communications Addressing and Reporting System (ACARS), Future Air Navigation System(FANS).From the controller perspective, all flight plan modifications were completed using a trial planner and delivered via voice or data comm, making FANS and ACARS similar. The controller processed pilots request and approved or modified them based on traffic management constraints. In this context, the rate of non-conformance across all conditions was higher than anticipated, with off path errors being in excess of 20%. Controllers did not differentiate between the ACARS and FANS data comm, and showed mixed preferences for Voice vs data comm (ACARS and FANS) Small sample size. Some of the workload data were conflicting.NASA Flight Deck Display Research LabUAVSo You Want to Fly Remotely Operated Vehicles in Civil Approach Air Space BattisteNasa Ames Research Center/SJSU vbattiste@mail.arc.nasa.gov2006Conference PaperBattiste, V., Dao, Q., Strybel, T. Z, Dion, M., & Bertolli, H. (2006). So you want to fly remotely operated vehicles in civil approach air space. Proceedings of the Human Factors and Ergonomics Society Annual Meeting, (pp. 156-160). Human Factors and Ergonomics Society.http://humansystems.arc.nasa.gov/groups/FDDRL/publications.phpA distributed simulation was conducted between the Flight Deck Display Research Laboratory (FDDRL) of NASA Ames Research Center and the Center for the Study of Advanced Aeronautic Technologies (CSAAT) at California State University, Long Beach to assess the feasibility of flying ROVs in busy terminal environments with commercial traffic. Pilots with glass cockpit experience were recruited to fly one or two ROVs in simulated airspace over water reservoirs near DFW airport, with the major goal of avoiding the approach traffic. Results showed that pilots had a difficult time patrolling the lake without losing separation from the approach traffic. However, their performance did improve with practice. The commercial pilots performance in our study suggested that ROV operations in busy terminal airspace were feasible and that they would be comfortable operating in the airspace jointly with ROVs. Strategies for control of a single or multiple ROVs are discussed.air space, civil approach, fly, vehicles, remotely operated vehicles (ROVs)44XXXXXXMulti-aircraft Control System (MACS), Cockpit Situation Display (CSD), MACS, Distributed Air Ground V oice Over Internet Protocol (DagVoice), Aeronautical Datalink and Radar Simulator (ADRS)The preliminary results suggest that the op